Over speed engine control



y 1939- E. v. STONE 2,160,318

OVER SPEED ENGINE CONTROL Filed Sept. 8, 1936 2 sheets-sheet 1 I/V VE/VTOH. E Elves?" V s'ro/vz.

y 1939- E. v. STONE 2,160,318

OVER SPEED ENGINE CONTROL Filed Sept. 8, 1936 2 Sheets-Sheet 2 II/VVE/VTOH. [RA/5 7 V- 5 TOM/I.

Patented May 30, 1939 UNITED STATES PATENT OFFICE 2 Claim.

This invention relates to an over speed engine control particularlyapplicable to internal combustion engines, and further, to those typesof internal combustion engines having an ignition system.

An object of my invention is to provide a novel over speed enginecontrol, the contact member of which is actuated from a diaphragm, thediaphragm in turn being flexed by the air pressure created by therotation of the engine fly wheel.

Another object is to provide an engine control of the character statedin which the electrical circuit is opened and closed in an oil containerby means of a mechanism which is simple in construction, inexpensive tomanufacture and effective in operation.

A further feature of my invention when used in connection with engineshaving a magneto, is the novel means of grounding the magneto circuit,thereby shutting down the engine when its speed increases above adetermined amount.

Another feature of my invention is that the control can be made togovern a plurality of engines simultaneously for the purpose of shuttingdown an entire group of engines if one engine should increase its speedto a dangerous degree.

Other objects, advantages and features of invention may appear from theaccompanying drawings, the subjoined, detailed description, and theappended claims.

In the drawings:

Figure 1 is a fragmentary side elevation of an engine with my controlmounted thereon.

Figure 2 is a fragmentary vertical sectional view of one form of mycontrol.

Figure 3 is a fragmentary vertical sectional view taken at right anglesto Fig. 2.

Figure 4 is a fragmentary vertical sectional view of another form ofcontrol.

Figure 5 is a fragmentary vertical view taken at right angles to Fig. 4.

Figure 6 is a fragmentary vertical sectional view of still another typeof control mechanism.

Figure 7 is a side elevation of the nozzle.

Figure 8 is an end view of the same, together with its supportingbracket.

Referring more particularly to the drawings, my control I is mounted onor adjacent to an engine 2. A magneto 3, of usual and well knownconstruction, supplies the necessary electrical current to ignite thecharge in the engine. The engine also includes the usual fly wheel 4. Mycontrol includes a bracket 5 which is integrally formed with a diaphragmhousing 6. A diaphragm I is stretched transversely across the housing 8,and is preferably held in the periphery of the housing.

A nozzle 8 is mounted on a bracket 9 and the nozzle is arranged adjacentto the periphery of the fly wheel 4 substantially as shown in Fig. 1.The air stream carried with the fly wheel creates a pressure in thenozzle 8 and this pressure is conducted thru pipe in to the diaphragmhousing 6. This air pressure causes the diaphragm 1 to flex downwardly,as viewed in Fig. 2.

A cup II is secured to a head I! by a yoke l3, the yoke being'secured tothe head by means of screws l4. The head I2 is attached to the lower endof the bracket 5 by means of bolts IS.

A rod I6 is secured to the diaphragm I and extends downwardly into thecup ll thru the head l2. A spring I! surrounds the rod l6 and extendsbetween a lug ll projecting from the bracket 5, and a nut I9 which isthreaded on the rod It. By adjusting the nut I9, the tension of thespring I! can be altered. The spring ll opposes the pressure of theincoming air in the diaphragm housing 6, and by adjusting the tension ofthe spring, the amount of pressure necessary to actuate the control canbe varied.

A switch block 20 is pivotally mounted in the cup II on a pin 2| whichpin is secured in a frame 22, the frame depending from the head l2. Theblock 20 carries a plurality of contacts 23 which are adapted to bebrought into engagement with the stationary pins 24. The pins 24 arefixedly mounted within the cup II and each pin is connected thru a lead25 to one of the terminals 26 mounted on the bracket 5. Each of thecontacts 23 is grounded thru the ground leads 2! which extend upwardlythru the head I2. As shown in Fig. 1, the lead 25 extends from themagneto 3 and the lead 21 is grounded. Thus, when the contacts 23 and 24are engaged, the magneto will be grounded and the engine will cease tooperate.

A fitting 28 on the lower end of the rod I6 is engaged by a pin 29projecting from the rear edge of the block 20. Thus, when the rod I6 ismoved downwardly by the diaphragm I, the block 20 will be swung toengage the contacts 23 and 24, thereby stopping the engine or engines.As soon as the speed of the fly wheel 4 is reduced, the pressure in thenozzle 8 will be correspondingly reduced, the spring l1 will then urgethe rod l6 upwardly, thus breaking the contacts 23 and 24 and permittingthe engine to re-start. By adjusting the tension of the spring II, theamount of over speed of the engine can be accurately controlled.

In Figs. 4 and 5, I have illustrated a switch which may control a singlemotor instead of the multiple switch arrangement disclosed in Figs. 2and 3. The diaphragm, the air pressure means, the rod; the cup and itsmounting, are all identical to the structure previously described.

A stationary block 30 is mounted on the frame 3| which depends from thehead l2. A contact 32 is mounted on the bottom of the block 30 and isconnected thru the lead 33 to the magneto (or other electrical system).A spring contact 34 is mounted on top of the block 30 and is connectedthru the lead 35 to the electrical system, these two contacts-whenconnected-serving to ground the electrical system. A block 36 attachedto the lower end of the rod I6 serves to make contact with the terminal32, the terminal 34 constantly pressing on top of the block. When therod I6 is lowered, due to increased pressure in the diaphragm chamber 6,the contact is made between 32 and 34, and the electrical system is thusgrounded to temporarily stop the motor.

In Fig. 6, I have illustrated a snap type of switch. The rod l6 extendsthru a head 31 affixed to the bottom of the bracket 5. The frame 38depends from the head 31. A spring contact 39 is attached to the frame38 and serves to close a contact with the terminal 40. A shaft 4|rotatable by the handle 42, is provided with a pin 43 which serves toengage and raise the spring plate 39. On raising the plate, a trigger 44is engaged. This trigger is pivotally mounted on the frame 38, and therod i6-on engaging the triggerswings the same, thereby releasing theplate 39 to form its contact. When the plate 39 has been set, the arm 42is swung to disengage the pin 43.

Having described my invention, I claim:

1. An over speed engine control comprising a bracket, a diaphragmchamber integrally formed with the bracket, a diaphragm in said chamber,an air pressure nozzle connected to the chamber whereby air underpressure is conducted to said chamber, said nozzle being mountedadjacent the fly wheel of the engine and receiving air under pressurefrom said fiy wheel, a rod attached to the diaphragm and extending outof said chamber, a coil spring surrounding the rod, an adjustable nut onthe rod, said spring bearing against the nut, a cup mounted on saidbracket, said rod extending intothe cup, a switch in the cup, saidswitch including a block, a ground contact on the block, a stationaryterminal, and means operable on movement of the rod whereby said contactand terminal are engaged and disengaged.

2. An over speed engine control comprising a bracket, a diaphragmchamber integrally formed with the bracket, a diaphragm in said chamber,an air pressure nozzle connected to the chamber whereby air underpressure is conducted to said chamber, said nozzle being mounted adjacent the fly wheel of the engine and receiving air under pressure fromsaid fly wheel, a rod attached to the diaphragm and extending out ofsaid chamber, a coil spring surrounding the rod, an adjustable nut onthe rod, said spring bearing against the nut, a cup mounted on saidbracket, said rod extending into the cup, a switch in the cup, saidswitch including a block, a ground contact on the block, a stationaryterminal, said block being pivotally mounted, and means coupling theblock and the rod whereby movement of the rod will engage and disengagesaid contact and terminal.

ERNEST V. STONE.

